Train-stop mechanism.



H. R. NEVENS.

TRAIN STOP MECHANISM. APPL-ICATION FILED NOV. 15. 1913.

1,174,024. Patented Feb. 29, 1916.

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H. R. NEVENS;

TRAIN STOP MECHANISM.

APPLICATION FILED NOV. 15. I913.

Patented Feb. 29, 1916.

III I-/////////// I I I II/IA I i WN Mm UNITED STATES PATENT OFFICE.

HERBERT RUSSELL NEVENS, OF HARTFORD, CONNECTICUT, ASSIGNOR .TO NEVENS WALLACE TRAIN CONTROL COMPANY, A CORPORATION OF MASSACHUSETTS.

TRAIN-STOP MECHANISM.

Specification of Letters Patent.

PatentedFeb. 29, 1916.

Application filed November 15, 1913. Serial No. 801,217.

n sm, of which the following is a specification.

This invention relates to the positive control of railroad trains and the like for the purpose of preventing the neglect or disobedience of the usual signals employed in such systems.

The invention is particularly adapted to be used in block systems where trains are to be kept absolutely within certain block limits, although obviously capable of other use.

The present invention is an improvement over the devices set forth in several prior applicat ons filed by Lewis B. Wallace and by Herbert H. N evens on'train controlling mechanism, and in particular is an improvement over that mechanism shown in. the prior application of Herbert R. Nevens, Serial No. 761,902. filed April 18, 1913, to which reference is made as illustrating the type involved herein.

Generally stated the object of my present invention is to provide an improved train stop mechanism which will positively control the movement of railroad trains within certain block limits.

A further object of my invention is to provide an electrically controlled locking mechanism in which thelocking device and the controlling armature have an independence of action.

I further provide for an increased effectiveness of armature through the use; of a counter-balancing device which operates to increase the effective armature throw while at the sametime making more positive the action of the entire system.

My invention also relieves the mechanism as a whole from the Wearing and destructive effects of the shocks incidental to heavy trains and high speed.

These and other features which will appear more clearly from the further development of my invention, are attained through the use of the novel construction forming the subject matter of the present invention.

The construction and principle of my invention will be more fully disclosed in the specification which follows.

In the drawings which form a part of that specification I have shown as an illustrative embodiment a construction which not only clearly illustrates the principles involved, but is in itself a form proven to be of the greatest utilitv in practical use.

Throughout specification and drawings like reference numerals are correspondingly applied, and in these drawings: Figure 1 is a plan view of a track and signal installation in accordance with my present invention, Fig. 2 is a s de elevation of the track box, Fig. 3 is a plan view thereof, Fig. 4 is a similar view with the outer cover removed, Fig. 5 is a similar view with both covers removed and the interior freely exposed. Fig.

6 is a centrallongitudinal section of Fig. 5, showing the trip actuating pawl in safety or non-interfering position, which position will be hereinafter referred to as normal. Fig. 7 is an elevation of Fig. 6, partially broken away to disclose structural details, and showing the pawl indanger or interfering position, Figs. 8 and 9. are enlarged detail sections through the box, Fig. 9 being taken at right angles to Fig. 8, and Fig. 10 is a detail of the dog and cooperating parts which form an important feature of my invention. I

I have indicated at A, B, C and D, four sections or blocks of track which are insulated from each other at a, b and c, by suitable divides. The electrical connection for these blockswill be more particularly described hereinafter. For the present, it will be sufficient to say that each block is a normally closed electrical circuit and is usually under automatic signal control.

At or near the entrance to each block is located a track box 1. Owing to limitations adjacent a rail R, between two ties T by the end flanges 2 of the box, which flanges rest on" the ties and are bolted thereto as shown. 7

Each track box is made proof against tampering by a special construction of covers.

Referring to the figures of Sheet 2, it will be seen that the box is divided transversely across its top'face. This leaves that part of the box top which lies to the right of the line ofseparation (considering the box as it appears in Fig. 2), as a solid non-accessible part and provides for the superimposing of a pair of cover plates over the accessible or left hand side of the box; top. Integrally formed on both sides and across'one end of the box below the line of separation is a sill flange or ledge 3. Secured to this flange 3 by any suitable fastenings as the counter-sunk screws 4 is a flanged cover plate 5,extending wholly about both parts of the box and below the line of separation thereof. To that part of the cover 5 which extends about the left hand part of the box, is detachably secured by the fastening-s 6 a cover plate 7, which is formed with a raised portion 8 overlving the cover 7 and like said cover extending only to the transverse line of separation. This raised portion abuts the solid right hand top portion of the box at the line of separation, and has two integral hooks 9 depending from its under face and curved under to engage the solid portion of the box. These books prevent unauthorized removal of the cover 7. The cover plates 5 and 7 are locked together by any suitable means as the padlock 10, the base of which passes through registering holes in said parts 5 and 7. This special cover construction makes it practically impossible to tamper with the internal mechanism of the track box. This serves not only to safeguard the mechanisintherein but prevents snow, water, etc., from finding entrance to the box.

Journaled in suitable bearings 10 in the track box and extending transversely thereof, near one end. is a transverse rock shaft 11, having a rocker arm 12 near its free end, to which is rigidly fastened a trip actuating pawl 13 normallv positioned adiacenta rail in depressed or non-interfering position relative to the trip on the train. This noninterfering position of the pawl is such that the head of the pawl normally lies approximately one sixteenth of an inch above the tread of the rail so that every wheel which passes over it will give it a slight downward thrust. I

Before proceeding further with the detailed construction of my invention, as illustrated, I will first describe the main elements. They consist of' a weight 14;

greases mounted on a shaft 11 and normally efi'ective to throw up the arm 12 so that the pawl 13 will be in interfering position with a brake tripping mechanism. I provide a dog 28 which supports the weight 14- and holds the pawl 13 depressed when the bloclr ahead is clear. The dog 28 is controlled by magnets 36 so that when the block ahead is not clear it will be held away from its normal position in which it would support the weight 1 1.

As long as the electro-magnets 36 are ener= gized, this depression of the pawl 13 produces no effect, but as soon as these magnets are deenergized a second train passing over the pawl will rock it one-sixteenth of an inch and thereby disengage the locking mechanism therefor permitting the pawl to rock up to trip actuating position as will be hereinafter described. This construction ob viates thedisadvantages seen where the pawl is subjected to a repeated full downward thrust by each wheel thus taking from the parts a punishment which eventually would break down the parts. It also prevents liability of the pawl not acting by reason of its freezing to the rail.

Mounted. on the rock shaft to mo e therewith is a counter-weight 14-. effective when free to move to maintain the pawl 13 in interfering position, is shown in Fig. 7. The mechanism for supporting the weight 14 in the position of Fig. 6 will be described here inafter. At the present it is simplv necessary to bear in mind that the movement of the pawl under each wheel is ineii ective as the locking connections remain effective as long as the electro-maenets are energized.-

When however the awl is to be brought into trip, actuating position. the locking mecha. nism for the weight 14- is released and the weight rocks downwardlv transmittins its motion through the rock arm 12 to raise the pawl 13 into inte fering position. This action is illustrated in Fig. 7.

The counterweight 14 is formed as a substantialh rectangular block having a evlindrical bearing in which the rock shaft fits. At its rear lower edge it has a de ending rib 15 which lies in the recess 16. d fined by the two wedged shaped Inns 1'? and 18 located respectively at the bottom and rear wall of the track box and efl'ectivelv disposed to limit the rocking movements of the counterweight. The luv 17 is preferably integral with the floor of the box and serves as a stop for the weight when it rocks f om its unlocked p sition in Fig. 7 to its locked osition in Fig. 6: To take up the shock of the cont ct against said lug 17 the rib 15 carries a buffer 19 on its forward face. The lug 18 simply acts as a stop and bearing for the weight after it has been released and rocked to the position of Fig; 7"

otherwise bring the trip'into {t -position op-' posite to that desired; I provide a rebound checking device for the weight. As a convenient form this rebound check may simply be two or more coiled springs seated in suitable sockets inthe weighted member 14 and having their upper ends fastened about suitable lugs 21 depending from the top wall of thetrack box.

The locking mechanism for the counterweight 14 is located opposite to the counterweight and cooperates therewith. PrOJecting from the forward vertical face of the counter-weight is a horizontallv disposed lug 22. Adjustably set up in said lug is a threaded bolt 23 carrying a voke-shaped supporting member 24. The adjustment of said member through said bolt 23 is vertlcal,

1 relative to the counter-weight. The member 2-4 is also adjustable horizontally toward and from the counterweight by means of two threaded bolts 25 working in elongated slots 26 in the member 24. The bolts 23 and 25 therefore provide a vertical and a horizontaladiustment of the member 24 relative to the weight 14. This adjustment is for wear and permits a very accurate posit oning of the locking lip or abutment 27 integral on said member 24. This abutment 27 cooperates with a pivoted dog 28 to lock the counterweight. Normallv said abutment bears on the upper face of the doe-28 as shown in Fig. 6. The dog 28 therefore supports the counter-weight in raised position when it 1s erected and releases the counter-wei ht when it is drawn back out of theperpendicular.

The mechanism for erecting and releasing the dog 28 will now be described. The dog 28 as willvbe apparent from inspection of Fig. 8 comprises an upright portion 28 and a horizontal tail 29. The tail portion of the dog is pivoted on a transverse pm 30 journaled in two brackets 31 vhich use from the floor of the track box. The dog'28 as a whole is normally supported in erect posi-' tionby means of the horizontal shoulder or abutment 32 formed on an armature carrying lever 33, also pivoted on the pin 30. In

' this normal position the tail 29 finds bearing and subjacent support on the shoulder 32. The lever 33 has secured thereto by screws 34 an armature 35wvhich normally bears against the cores of a pair of electro-magnets 36 supported on pairs of brackets 37 rising from the floor of the track box. In this position the magnets are energized and are effective to hold the armature against the cores. When the magnets are dei nergiz'ed, the armature is released and tends to rock back away from the cores as shown in Fig. 7. The effective throw of the armature is ordinarily and necessarily limited by its weight.

cores that the special construction shown in Fig. 8 is used. This throw regulating device for the armature consists essentially of a counterbalancing member adapted to be come effective when the magnets are deinergized and the armaturereleased. In its preferred form, it comprises a short rod 38 journaled in a socket formed in the upper extended end39 of the armature carrying lever33, and a counterbalance 4O adjustable on the free end of said rod 39 by a set screw 41. The operation of this counterbalance is as follows: When the magnets are deener gized this device becomes effective upon the slightest depression of the pawl 13 which will free the dog 28 from the pressureof the abutment 2'2. Thus released, the counterbalance 40 rocks the armature carrying lever and thus the armature back away from the cores. In this movement the shoulder 32 lifts on the tail 29 and moves the dog 28 from interfering position so that as soon as a wheel depresses the pawl 13 the weight 14 will drop and hold up the arm 12 as appears connected up with the usual wiring of the block signal system or may be wholly independent thereof. For the purposes of the patent, I have simply shown an electrical circuit independent of the usual block system circuits, although it is of course understood that this circuit is merely illustrative and I do not limit ourselves to it or any other special form of circuit.

'As a simple illustrative circuit I have shown two lead Wires 43 and 44, extending from the windings of the magnet to the respective rails of the track of the block C. Included in this circuit is a track battery 45' with lead wires 46 and 47 also connecting with the respective rails of the track in block ('1 Thecircuit shown is a normally closed circuit and is normally effective to keep the magnets energized except when short-circuited by the wheels of a train already in the block G or by an accident to the rails in which. event the magnets are denergized and the weight 14 released to throw the pawl into trip actuating position. The operation is substantially as follows: The normal position of the parts is'shown in Fig. 6 inwhich position the circuit through the block 0 is closed, the magnets are energized and the weighted member 14 supported in raised position to keep the trip actuating pawl depressed at about onesixteenth of an inch above the rail tread. This is safety position. As a train is about to enter the block C, if conditions are safe, that is, if there is not a train already in said block, each wheel passing, over the slightly projecting pawl willthrust it down. With the magnets energized this thrust will not release the locking connection for the weighted member 14, and therefore nothing happens and the train passes into the block C- As soon as the first wheels of the train pass over the divides b which divides are the points of setting for the block system signals, the circuit in block C is shortcircuited by the train wheels, and through the track battery and leads, the magnets are deenergized. The armature is now in condition to be released and through the counterbalance device described, tends to rock away from the cores of the magnets. The first wheel of any following train which may run past the box will strike the pawl 13, lift the abutment 27 and permit the dog 28 to withdraw from beneath the abutment 27 and permits the weighted member 14: to

descend and bring the pawl up into trip actuating position to engage the brake setting device in the train and prevent it from entering the block C, while the'first train is in it. As soon as the train leaves block C, the circuit through said block is again closed, the magnets energized and the armature drawn back against the cores. The first wheel of the next train Which approaches will depress the pawl 13 and raise the weight 14 until the abutment 27 clears the dog 28. This permits the dog to fall into erect position to support the weight 14 when it is returned unless the circuit in the block has been again broken. If this were the case the magnets would have been deenergized and under these conditions. the train trying to enter said block would be stopped. If the magnets were energized, however, the weight 14: being raised by the first wheel would be supported by the dog 28 which would be free to fall into erect positirn under it as above described.

The brake setting mechanism on the train may be of any preferred construction but is preferably of the type disclosed in the application of Herbert R Nevens, filed October 30, 1912, Serial No. 728.581.

While I have shown and discussed my present invention as applied to the block signaling system of a railroad I would have it understood that I do not limit myself to this use, but reserve the right to apply the principles in any situation where the same would be found practicable.

Various modifications in the'form and construction of my device may obviously nave-pee be resorted to within the limits pended claims.

What I therefore claim and desire to secure by Letters Patent is:

1. In a tripping mechanism for use in a train control system, a train actuated tripper, an operating mechanism therefor, a lock for said operating mechanism, means for moving said look into interfering position and electrically controlled means effective only to move said lock out of interfering position.

2. In a tripping mechanism for use in a trai-ncontrol system, a train actuated tripper, a gravity operating member therefor, a gravity lock normally disposed in the path of said operating member, an electrically controlled armature operatively associated with saidlock, means for moving said armature away from its field, said armaturehaving means for moving. said lock to inoperative position only.

3. In a tripping mechanism for use in a train control system, a train actuated tripper, an operating mechanism therefor, a. gravity lock for said operating mechanism, independent electrically controlled means positively engaging said lock in one direc tion but having a disengaging relation in the other.

4. In a tripping mechanism for use in a train control system, a train actuated tripper, an operating member for said tripper, .a lock normally disposed in the path of said operating member, an electrically controlled armature operatively associated with said lock, means for moving said armature away from its field, said armature having means for moving said lock to inoperative position only.

5. In a tripping mechanism for use in a train control system, a train actuated tripper, a weighted operating member for said tripper, a prop member for said operating member. means for moving said prop into interfering position and electrically controlled means effective only to move said prop out of interfering position.

6. In a tripping mechanism for use in a train control system, a train actuated 'tripper, a gravity operating member for said tripper, a gravity dog normally disposed in the path of said operating "member. an electrically controlled armature operatively associated with said dog, an adjustable counterweight for moving said armature away from its field, said armature having an engagement with said dog for moving said dog to in operative position only.

7. In a tripping'mechanism for use in a train control system, a train actuated tripper, a gravity operating member for said tripper a pivotedlocking device for said gravity member comprising a dog and an carrying lever pivoted on the pivot of said dog, an armature carried by said lever, an electi'o-magnet for said armature, and a counterweight adjustably mounter on said lever.-

9 A train stop mechanism comprising a pivoted trip member, an actuating counterweight on said member normally effective to maintain said member in actuating position, a pivoted dog normally projected in the path of fall of said counterweignt, an

independent armature carrying lever, an armature carried by said lever, an electromagnet for said armature, and a counterweight adjustably mounted on said lever.

10. A train stop mechanism comprising a pivoted trip member, an actuating counterweight on said member normally effective to maintain said member in actuating position, a pivoted dog normally projected in the path of fall of said counterweight, an independent armature carrying lever having an engagement with said dog to move it from the path of said weight, an armature on said lever, an electro-magnet for said armature, and a counterweight adjustably mounted on said lever effective to throw said armature and said-dog from normal position. i 1

11. A train stop mechanism comprising a pivoted trip member, an actuating counterweight on said member normally effect ve to maintain said member in actuating position, a pivoted gravity actuated dog normally. projected in the path of. fall of said counterweight, an independent armature carrying lever having an engagement with said dog to move it from the path of said weight, an armature on said lever, an electro-magnet for said armature, an extension on said lever i oppositely disposed'to said engagement, and a counterweight adjustably mounted on said lever effective to throw oif said armature and said dog from normal position.

12. In a signaling device of the class described, a trip normally positioned in interfering relation to'the wheels of a passing train, a.rock shaft operatively connected with said trip, a weighted member movable with said rock shaft and efiective to hold said trip in interfering position, a pivoted lockingmember normally positioned for engagement with said weighted member to support it, an independent lever having a shoulder adapted to engage said locking member, an armature carried by said lever, a counterweight on said lever oppositely disposed to said shoulder and eiiective to move said locking member away from the path of said weighted member, and an electi'o-magnet operatively disposed with relation to said armature. I

13. In a device of the class described, a

track box, a trip actuating member mounted therein and extending externally thereof, an

operating mechanism therefor including a gravity member operatively connected with said trip actuating member and mounted for oscillation, and a rebound check for said gravity member including a resilient member interposed between said member and a wall of said box.

14. In a device of the class described, a trip actuating member, an operating mechanism therefor including a gravity member operatively connected with said trip actuating member and mounted for oscillation, a pivotal support for said gravity member having a supporting and a non-supporting position and an abutment on said gravity member adjustable both vertically and horizontally relative thereto and projecting toward said pivotal support.

15. In train stop mechanism, a track obstacle normally-positioned slightly above the plane of the rail tread in depressible relation to the wheels of a train but out of interfering position relative to a train carried tripper, an operating mechanism for said track obstacle, a lock for said operating mechanism and electrically controlled means effective when energized to maintain the looking relation between the lock and the operating mechanism against the unlocking tendency due to the slight depression of the track obstacle under the train wheels, said means effective when deenergized to placethe looking relation in a condition to be destroyed by the slight depression of the track obstacle under the first train wheel, whereby the track obstacle may return immediately behind said wheel to interfering position relative to the train carried tripper.

16. In train stop mechanism, a track obstacle normally positioned slightly above the plane of the rail tread in depressible relation to the wheels of a train but out'of interfering position relative to a train carried tripper, a gravity operating mechanism for said track obstacle, a gravity lock for said operating mechanism normally positioned in the path of fall of said mechanism, and elec- .trically controlled means efiective when energized to" maintain the locking relation be v messes slight depression of the track obstacle under to interfering position relative to the train I the train wheel-s, said means efi ective when carried tripper.

de'nergized to place the locking relation in v In testimony whereof I aifix my signature :1 condition to be destroyed by the slight dein presence of a Witness 5 pression of the track obstacle under the HERBERT RUSSELL N EVEN S.

first train Wheel whereby the track obstacle Witness: i

may return immediately behind said wheel GEORGE B. RAWLINGS. 

